Railroad frog structure



March 27, 1956 J, G BUDlN RAILROAD FROG STRUCTURE 2 Sheets-Sheet 1 Filed June 13, 1952 March 27, 1956 J. G. BUDIN 2,739,772

RAILROAD FROG STRUCTURE Filed June 13. 1952 2 Sheets-Sheet 2 JNVENToR. John G. Budn nited States Pate RAILROAD FROG STRUCTURE John G. Budin, Chicago, lll.

Application June 13, 1952, Serial No. 293,363

7 Claims. (Cl. 246-463) The present invention relates to improvements in railroad frog structures such as are used in railway tracks, and the invention is adaptable to turnout frogs or crossing frogs.

The frog structures at rail crossings and changeovers are subjected to especially hard usage by reason of the necessity for the locomotive and car wheels traveling thereover to move across the gap provided at the frog point for clerance of the wheel anges. This results in severe pounding and shocks and vibrations with virtually harnmering effects as the Wheels travel over the crossing.

The point of the frog is, of course, especially vulnerable. Conventionally, the point of the frog is provided by the pointed portion of one of the two rails that converge at the heel of the frog toward the point, and referred to as the long point rail with which converges rearwardly from the point a short point rail.

ln the conventional construction, the convergence requires severe bending of the long and short point rails rearwardly from their tips to provide the proper frog angle, resulting in straining and weakening the rails at the bends therein and constituting a major fracture hazard at the bends.

It has been proposed to provide special castings to alord the point section of the frog. However, such castings are expensive to produce and are liable to fractures.

It is an important object of the present invention to provide an improved railway frog construction in which the point portion of the frog is constructed of standard rail free from bends and related to the other elements of the frog in strongly reinforcing, stabilizing cooperation.

Another object of the invention is to provide an improved railway frog construction in which bending of the rail sections at the heel of the frog is greatly minimized.

A further object of the invention is to provide an improved railway frog construction having a novel long point rail member.

Still another object of the invention is to provide a simplified and strengthened railway frog construction.

Yet another object of the invention is to effect substantial economies in railway frog constructions.

Other objects, features and advantages of the present invention will be readily apparent from the following detailed description of certain preferred embodiments thereof taken in conjunction with the accompanying drawings in which:

Figure 1 is a top plan view of a railway frog construction embodying the features of the present invention and in certain respects illustrated more or less schematically;

Figure 2 is a more or less schematic bottom plan view of the frog construction of the present invention;

Figure 3 is a side elevational view of the long point rail element of the improved frog construction;

Figure 4 is an enlarged transverse sectional view taken substantially on the line IV--IV of Figure 1;

Figure 5 is an enlarged transverse sectional view taken substantially on the line V-V of Figure l;

2,739,772 Patented Mar. 27, 1956 A rail frog construction embodying the present invention, and as illustrated in Figures l and 2, comprises symmetrically arranged and cooperatively related heel and toe portions wherein the heel portion includes complementary short point rails 10 and 11 convergingly related and secured to respectively opposite sides of a long point intermediate rail `section 12 disposed on the center line of the frog. The toe portion of the frog includes a pair of complementary, symmetrically arranged wing rail members 13 and 14. All of the rail elements or units are secured rigidly together in the frog by means of appropriately placed transversely extending bolts 15, schematically indicated in Figure l and fully shown in Figures 4, 5 and 6.

According to the present invention, the long point rail member 12 provides an efficient, stable load-supporting member of great ruggedness. To this end, the long point rail member 12 comprises an elongated piece of rail of standard section conformable to the Weight of rails used in the track and thus requiring no special section, but meeting all of the standards of the rail with which associated since it is actually a piece of the same standard rail specified for the particular trackage with which the lfrog is to be used. As best seen in Figures l, 2 and 3, Ithe long point rail member 12 is perfectly straight. Throughout the major portion of its length, the long point member 12 has the head and the base ange thereof of full width, while the web remains substantially Iunaltered throughout the Alength of the piece except, of course, for appropriate spaced transverse bolt holes 17. At its heel end, the head of the long point rail is slightly chamfered on top as indicated at 18 for wheel clearance. At its point end, the long point rail is appropriately tapered at its sides symmetrically to the frog angle, as indicated at 19, including both the head and the base flange of the rail. Moreover, the point portion of the head of the long point rail is tapered forwardly as indicated at 20 for wheel clearance while the upper portion of the extreme end of the web is recessed or cut away as indicated at 21 for wheel ange clearance.

Eachof the short point rail members 10 and 11 has the side of the forward end portion of its head planed to a tapering angle complementary to the longitudinally straight sides of the head of the point rail member 12 for close abutment against the sides of the long point rail member head, as best seen in Figures 1 and 7, at 22. At approximately the heel ends of the tapers 22 of the short point rail members, they are bent slightly as indicated at 23 on an angle to preferably half the frog angle so that the webs of the short point rails will converge toward and engage the respective sides of the long point rail at and extend somewhat forwardly beyond the beginning of the front end portion taper 19 of the long point rail. At their outer sides, however, the heads of the short point rails are planed to extend straight in the line with the heel portions of the short point rails, so that in the assembly the outer sides of the heads of the short point rails are straight in line with the tapers 19 of he long point rail 12.

As will be observed from Figures 5, 7 and 8, the tip end portions of the heads ofthe short point rails are cut away to leave forward and upper edges 24 which engage in bracing, relation under. the head Ot the long, point. rail 12. In addition, the forward extremity portions of the heads of the short point rails I and 11 are side-chamfered astshownat Z5, and top-chamfered; or beveledas; indicated at 27 to avoid sharpi ends or edges: that might, catchllorry the car wheels. Bolt holes 23v are, of course,.-provided in the: short point rails and 11 matching with; the. boltt holes in the long point rail 12.

In order to accommodate andY rest uponthebaseange of the long point rail 12, the base''angesofthe short pointV rai1sl10. andll are provided with clearance cutouts Z9, as bestseeninFigures 2 and 6. it? will beobserved that the width of the cutouts 29 is suiiicienttoaiorda substantial. gap: at the. side of the. longpoint rail base 'ange; for draw-up clearance. It; will thus; be; observed that throughout; the major portion; of its length, thev base angeofthelong point rail 12, is overlapped and securely held down at both sides ofthe railf by the base flange portions.of;the; short point railsY 10.- and 11 asprovided by appropriately formed cutouts or: recesses 29. This, takenY together with the underlying shouldering support of the head of the long point rail 121by. the shoulders 24 at the tips: of the short point rails provide an extremely stable, rigid and efiiciently load-sustaining,andgresisting assembly, since the maior load; is supported` by the intermediately positioned long point; railY 12 disposed on the center line of the frog.

For'improved solidityand rigidityy in` the assembly, respective elongated, properly shaped orplaned tiller blockson bars are secured betweenthe. adjacentsides of'the short: point rail and the intermediate longpoint. rail.

Each; of the wing rails 13 and 14 is intermediatelybentzto conform to the frogangle, as bestseen in'Figures- 1 and,2. TheV toe portions of` the wing railsare shorter thanA the remaining portions of. such rails.. The toe portions of the wing railsare secured in proper iixed spaced relation; by. means of an intermediate throat. block 31 secured in placeby means of Abolts schematicallyindicated at 32.

Intermediate the angleV defined between the rearward longertdiverging portions ofthe wingrails is: secured'- the heel assembly comprising the short-point rails, 10'and: 1-1 and the-long point rail12. To-maintain'a proper spacedrelation betweenv the sides of the wingrails and'rthezadjacent sidesV of heel portionz of the; frogassembly, appropriate complementaryv elongated spacer blocks or bars 2,3Y are. provided, and the assembly isrigidly: securedy together by means of: the bolts 15.

As best seenin Figures\ 2 4v and 5, thev adjacent orA inner: sides' o f the. long portions: of the wingi rails. 13. and 14 have thebase. angeplaned1r oit; suiiiciently to afford a clearance gap; 34. at each side of.. the. forward or; point. portion of the long point rail base,iiange, .and: the.co11 tinuations` afforded by'y base; flanges of the short point railst 10 and' 11. Such gapst enable secure,V drawing-up.

of the parts by means of the-.bolts 15; Furthermore.,- by trimming away inside portions; of the wing@ rail` ilanges, the full effective width of the; long-point raile base flange is made available for stable` support of thveflong; point rail, evento asubstantial extent at thepointztapersll At theirrear` end portions, the headsioithe. wingfrails 13and114 are planed oi attheir inner sidesasindicatedat. on=respective tapers to aiordfwheel angesafety clear-- ance..

In, the; modification of; Figure: 9,. a 1ong.;heel.inter= mediate: long point rail is.- shown inassociationfwith short point rails 41 and 42'1to,whiohzare--ioinedlrespective track' rails `43. Ineffecting the=jointsh plateson joint. bars 44 are applied to the outersideofstheijointl while'.V respective iillerblocks 4S are: secured betweenzthe; heel. portionof the-long pointfrail 40,` and thezopposinggsidesgoi the short point rails 41 and 42 and the adjacentendpor.-

tions ofA the rails143 Inv this.way thefendlportionsof the rails, 43: arezseeuredin; rigid. assembly; witln the: frogs l rail 4.0 and. the filler blocks 45. It will be understood that the point portions of the intermediate long point rail 40 and the short point rails 41 and 42 will be secured together in the same manner as described in connection with the form of Figure 1.

From the foregoing it will be apparent that the present invention provides an unusually economical railway frog construction. The intermediate long point rail is a onepiece straight stock rail placedv on the center line of the frog bisecting the frog, angle and is without any bends. The long point rail feature ofthe invention can be used for rigid bolted frogs, spring rail frogs, self-guarded. frogs, bolted rail crossings and other special frogs, where conventionally bent long point and'sh'ort'point rails are used.

Since the intermediate long point rail is so constructed as to carry an equal load for both tracks, only one standardized frog construction will meet the requirements for eitherr left hand or. rightzhand frog.

By reason of the novel arrangement utilizing theV inter= mediatelong point rail of thepresent invention, thershor point rails are substantially strengthened over conventional constructionsA because the length of the bend of the short point rails is doubled for half .of the; frog angle. Further strength in the assembly' is attained because: the

intermediatey long point rail. carries most of the load. in

both directionsot tratiio.

The construction oiv the frog of. the: present invention enables uniform spacing of thebolts and equal distribution ofv bolt stresses. throughout the. frogassembly;

The. present. invention alsor eliminates: the need for heel; risers, cast point block and foot guards.

The intermediate. long pointl rail member can conveniently andv economically be made-from standard rolled rail of the same character, as the rail of the'traclc with whichitheirogis to be used.

It w'dl. be understood that modifications and variations, may beeffected without departing fromtthe scope of the novely concepts` of thepresentv inventiont It claim as my invention:

l. In a railway frog construction, a long-,pointstraight intermediate, rail member, andi short point rail memberszsymmetrically secured to the respective opposite sidesl of. the; long point rail member. andv havingportions of the base flanges thereof recessed complementary to and engaging'upon they base ange of the intermediatelong point rail member-thetipiportion ofthe webs of the short-point railtmembersengaging asshonlders under the headof. the longl point railzmember adiacent to-thepoint of theflatter.

2. Incombination in. a railway frog construction, an elongated .straight long point rail: member arrangedtobisect: the angle. of the. frog,.and Short.v point rail: member. convergingly assembled on. one sideV of the long; point. rail. member, said short pointrailmember. havinga bend of. as` nearly. as practicable half. of the frog. angle adiacent to juncture of the short point rail member. with the. heel end portion. oithelong point rail membenthe head ofthe shortpointrail member beingtapered at. its inner. side for substantially ush engagement with.the.head` of the long pointrailrnember, aportion of thebase flange of. the shorty point rail member being, recessed. to. accommodateandQlie. uponfthebase ange. of the long point rail member,A the.. tipportion of-"the short point rail. member shoulderingly underlying the headof` the long point rail.

member, thek point portion of the long point rail member beingv tapered at the sides, and the outer sides of the. rail head, and. base, flange of the short point rail member being ,parallelto thetaper of the pointportion .oithe .long

struction, a lung'4 point straight rail member, a pair of.

shortpoint.rail:membersconvcrgingly relatedandtmerging with the respective; opposite sidesof the:long-p,oint.rail

member,'..tl1`e tigrportionsof'the: short: pointzrail members engaging the sidesxofith'eflongpointi railzmemben spaoedz rearwardly from the tip of the long point rail member, filler blocks disposed between the heel end portion of the long point rail member and tie adjacent sides of the short point rail members, and bolts rigidly securing the long point and short point rail members and the liller blocks together.

4. A frog construction as defined in claim 3 wherein the heel end portion of the long point rail member extends substantially rearwardly beyond the ends of the short point rail members, rail members joined to the heel ends of the short point rail members, and the .filler blocks serve as joint bars across the joint as well as ller blocks.

5. In combination in a railway frog of all rail construction, an intermediate straight long point rail located to bisect the frog angle, a pair of short point rail members secured to respectively opposite sides of the long point rail member and with the tip portions thereof spaced rearwardly from the tip of the long point rail member, and a pair of wing rail members lying at opposite sides of the point of the long point rail member and the points of the short point rail members, said wing rail members having the inner sides of the base flange thereof trimmed away to aiord gap clearance between the edges of the wing rail base flanges and the adjacent edges of the flanges of the long point and short point rail members, and ller blocks maintaining the wing rail members in predetermined parallel spaced relation to the sidesof the long point and short point rail members.

6. In combination in a railway frog of all rail construction, an intermediate straight long point rail located to bisect the frog angle, a pair of short point rail members secured to respectively opposite sides of the long point rail member and with the tip portions thereof spaced rearwardly from the tip of the long point rail member, and a pair of Wing rail mezzibers lying at opposite sides of the point of the long point rail member and the points of the short point rail members, said Wing rail members having the inner sides of the base ange thereof trimmed away to afford gap clearance between the edges of the wing rail base flanges and the adjacent edges of the flanges of the long point and short point rail members, and ller blocks maintaining the wing rail members in predetermined parallel spaced relation to the sides of the long point and short point rail members, the heel end portions of the heads of the Wing rail members being liaringly beveled for Wheel ange clearance.

7. In a railway frog of all rail construction, a long point straight intermediate rail member, and short point rail members symmetrically secured to respective opposite sides of the long point rail member and having the tip portion of the webs of the short point rail members formed as engaging shoulders under the head of the long point rail member adjacent to the point of the latter.

References Cited in the le of this patent UNITED STATES PATENTS 902,589 Lucas Nov. 3, 1908 1,760,465 Anderson May 27, 1930 1,799,353 Caruthers Apr. 7, 1931 2,148,940 Grand Feb. 28, 1939 FOREIGN PATENTS 470,060 Germany Aug. 27, 1927 

